Planar Linkage, Methods of Decoupling, Mitigating Shock and Resonance, and Controlling Agricultural Spray Booms Mounted on Ground Vehicles

ABSTRACT

The current invention discloses several methodologies that mitigate shock loading and propensity to resonance in agricultural spray boom structures. These include a near planar linkage for decoupling the boom assembly from the vehicle. This serves to permit further aspects of the invention to: Use the combined mass of the booms and center section as the tuned mass of a tuned mass damper: Act as an enabling part of a boom compliant suspension system to mitigate shock loadings otherwise imposed on the boom system, and: Act as an enabling part of an active boom height and roll control systems to permit the accurate navigation of the boom over undulating terrain. Further aspects include the incorporation of tuned mass dampers in the boom structure and components; and the use of the mass and operation of the boom outboard “breakaway” sections as tuned mass dampers.

This United States utility patent application is a continuationapplication of pending application Ser. No. 15/299,383 filed Oct. 20,2016, which itself is a divisional application of application Ser. No.14/213,145 filed Mar. 14, 2014 (now U.S. Pat. No. 9,504,211 issued Nov.29, 2016), which itself claims priority on and the benefit of expiredprovisional application 61/794,655 filed Mar. 15, 2013, the entirecontents of all are hereby incorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates to a planar linkage, to the support,isolation and dynamic control of spray booms connected to a tractor,trailer or other vehicle for the purpose of agricultural spraying and toa gas tension spring.

BACKGROUND OF THE INVENTION

Agricultural fields are often sprayed with various spraying solutions,such as herbicides, insecticides, fertilizers, etc. Sprayers for thispurpose are required to have a wide span booms furnished with plumbingand multiple spray nozzles, for the liquids being sprayed, at definedintervals across the boom's span: While contemporary span widths mayextend as wide as 120 through to 162 feet, with even wider spanspredicted in the future. However, when not being used for spraying,these wide-span booms are required to fold away to a stowed position,typically along either side of the vehicle, to permit the vehicle tonavigate field entrance gates and traverse tracks, roads or highways,without exceeding either practical or legal width limits.

The vehicles which employ these foldable wide span booms may take theform of farm tractors, trailers or specialist vehicles fitted withchemical tanks or reservoirs to carry the liquids being sprayed, and thespray booms themselves may be fitted typically at either the front orrear of such vehicles on each side of the vehicle on a “center-rack”which also supports plumbing and spray nozzles across the short distancethat spans the width of the vehicle itself. Typically, but notuniversally, this center-rack, along with the booms attached to it, canbe elevated or lowered on a four-bar linkage and actuator(s) or othersuitable means, to adjust and set the boom/nozzles spray height toachieve to most effective crop spray coverage. Typically, at theirattachment to the outer edges of the center-rack, the booms are arrangedto pivot about essentially vertical axes, so that they may be rotated inangular displacement through 90° or so from the spraying position whichis normal to the vehicle's longitudinal axis, to the folded, stowedposition essentially parallel the vehicle's longitudinal axis whenviewed in plan. Because of the great length of the booms, it iscustomary for the booms to be further folded via hinge points located ataround the mid-semi-span of each boom. In some cases, where very highspan booms are used, further folding hinge points may be used to shortenthe folded boom length. In other cases, the folded boom length may beshortened by having the outer semi span of each boom retracttelescopically in to the inner boom semi-span. In yet others, acombination of telescopic and folding boom segments may be employed. Inmost cases, the folding and unfolding action of the booms is conductedby means of actuators, more commonly, hydraulically operated.Conveniently, when the full span of the booms may not be required(because of width limitations of parts of the field being sprayed, forexample) spray booms are commonly designed to be operated in thepart-folded position, with the outboard sections folded alongside theinboard sections. Thus a boom system might be referred to as a 132-60,or other similar designation, implying in this case a full span of 132feet, and a semi-folded span of 60 feet.

The loads imposed on the booms during operation have a significanteffect on their structural design. It is the mass of the booms'structure itself along with its supported loads including pipework,plumbing, spray nozzles, valves, filters, hydraulic cylinders and sundrymasses such as touch-down wheels that is responsible for generating thegreater part of its structural loading.

Since the mass of the boom assemblies, as described above, acted on bygravity and by inertial accelerations in the vertical direction, aboutthe roll axis and by inertial and some gravitational components in thelongitudinal direction as well as about the yaw axis; maximizing thespecific strength of the booms by minimizing their mass relative totheir structural strength is an extremely important, if not criticalaspect of high-span spray boom design. It is therefore highlyadvantageous to design high-span spray booms using high-strengthlightweight materials and to incorporate specific design features thatsimplify and aid manufacture, while keeping costs to a minimum.

Of the destructive loads able to be imposed upon the deployed booms bythe movement of the vehicle as it traverses the undulating surface ofthe farm land being sprayed, the vehicle's movement about the roll andyaw axes are potentially the greatest. This is because the boomseffective moment of inertia about these axes can be defined as the sumof an infinite number of discrete mass segments each of whose moment isthe product of the segment mass and the square of its distance from theroll axis: Therefore because of the large boom span and thedistance-squared function, the polar moment of inertia of the deployedbooms is truly massive, notwithstanding that the booms' outboardsections can be comparatively light. Accordingly, if the vehicle movesin angular displacement about its roll axis due to continuously varyingrelative vertical displacements of the wheels at either wheel track,then enormous potentially destructive forces may be generated at thebooms' attachments to the center rack, unless some mitigating designfeatures are incorporated to prevent or reduce such forces.

One way that this is currently done is to arrange to allow angulardisplacements to readily occur between each inner boom and thecenter-rack at a lower, acceptable level of force, by having a lowerlongitudinal pivot between the boom and center-rack. Each boom is thenmaintained in an essentially horizontal position by a hydraulic cylinderthat attaches to an upper inboard boom attachment point at one end andto an upper center rack attachment at the other end. By incorporatingrelatively small pressurized gas accumulators in the positivelypressurized hydraulic supply lines to these cylinders, a level ofcompliance (springing) in angular roll displacement can be achievedbetween each of the booms and the center-rack/vehicle. Further, byarranging for a control system to lengthen or shorten the each upperboom attachment cylinder, each boom can be controlled independently inangular displacement about the vehicle's roll axis; and this can beused, in conjunction with ground-height sensors mounted, typically, atintervals across the span of the booms, as part of a system to controland maintain to booms essentially parallel to the ground duringoperation. It also permits control recognition of sudden vehicular rollmovements and allows active correction of the boom position relative tothe vehicle's roll position when such spurious movements occur. Whilethis has proven to be effective, at least to some extent, the activecontrol response is often considered to be too slow to be fullyeffective in mitigating the movements and forces caused by sudden rollexcursions of the vehicle. Consequently, over the more undulatingsurfaces, the vehicle speed may have to be reduced to unacceptably slowlevels to allow time for the corrective response to take place, or lossof effective control of the outboard boom section heights may takeplace, giving rise to unnecessarily high boom forces in roll as well asdefective spray application and may even cause the boom tips to impactthe ground.

Again, according to contemporary practice, the foregoing active rollcorrection system is sometimes further improved by linking the hydrauliclines feeding two upper boom hydraulic cylinders on either side of thevehicle together via pressure relief valves: In the event that the rollforces imposed on the cylinders gives rise to a hydraulic pressuredifferential between the cylinders that exceeds a given pre-set level,the relief valves then open and hydraulic fluid is transferredautomatically between the two cylinders, allowing the vehicle toeffectively roll relative to the pair of booms en-masse without havingto react further forces. This may well be an improvement, but it is nota full solution since typically outer boom height control is stillrendered somewhat ineffective in practice.

An alternative way that the potentially destructive loads caused by thevehicle's roll excursions from reacting the polar moment of the booms iscurrently addressed, is to mount the center-rack, to which the booms areattached, on a longitudinally aligned pivot at the center-rack's primaryattachment to the vehicle. A torsionally resilient connection may beused at this point and this may take the form of torsionally actingspring elements or other means to help keep the boom in generalhorizontal alignment, relative to the vehicle, without the vehicle'sshort term roll movements significantly deflecting the booms in roll, orgenerating excessively high reaction forces in the booms at theirattachment to the center-rack. A further variation on this theme is forthe center-rack to be supported by a linkage that results in aneffective virtual longitudinal pivot point whose virtual pivotal axis isabove the center of gravity of the combined booms and center rack, suchthat the booms benefit by the pendular stability so generated, at leastwhen travelling on fairly level terrain. The upper boom attachmenthydraulic cylinders, or a single hydraulic cylinder and linkage servingto replace them, then acts to change the angular displacement of thepair of booms in roll relative to each other, rather than relative tothe vehicle.

A second, independent, control action may then be employed to controlthe overall position of the linked pair of booms in roll, relative tothe ground reference, given by the previously mentioned boom heightsensors. Thus, by controlling these two sets of boom roll positioncriteria, the booms may not only have the roll forces, otherwise imposedon them by the vehicle movement over undulating or rough groundsurfaces, reduced or effectively eliminated, but a comprehensive boomheight control system can effectively permit the booms to be maintainedat an essentially fixed mean-height above the ground; and also that thismean height can be maintained even when traversing the rounded crest ofa hill or ridge, or along a gully by virtue of being able to control theroll position of the booms relative to each other at the same time.Thus, the spray booms are better able to follow, at an essentiallyconstant mean height above the ground, any gently varying contours ofthe ground that occurs across the span of the booms during operation.

Again, according to contemporary practice, there are two recognizedmethods by which the active control force can be applied to control themean angular position of the linked pair of booms relative to theground: one is to react the controlling actuator in roll against thevehicle, while typically incorporating an interposed low spring-ratecompliant element, such that the reaction force is rendered at leastsomewhat independent of the relative angular roll axis position of thevehicle: While the other is to change the lateral position of thecombined booms' center of gravity relative to the center-rack's rollpivot support, such that gravitational reaction is used. This latterconcept has the advantage of deriving the boom roll control forcesentirely independently of the vehicle's instantaneous roll position.This can be achieved, for example, by displacing weights slidablyattached to the booms, laterally in order to apply corrective rollforces. One example of such an arrangement is disclosed in WO2012146255,“Active Damping System for a Spray Boom”, Maagaard Jorgen, 2012.

On a practical note, one boom design feature that has become almostuniversally adopted by current wide-span spray boom designs is the“breakaway”. This is typically a vertical hinge pivot system appliedsuch that the last outboard 12 to 15 feet or so of the boom, up to theboom tip itself, can pivot back to alleviate damage if the outermostextremities of the boom accidently contact an obstacle, or contact theground. There are a number of ways that this is achieved in practice,one most common one being of the double pivot “saloon-door” hinge type,where the breakaway section is centered in the fully extended positionby pin inclination and gravity or by spring force, or both, so that uponcontact with an object, the breakaway section fold back to avoid damage,and re-centers automatically when the object or ground contact haspassed.

Another practical adaption often used on wide-span agricultural spaybooms are so called “touch-down” wheels. These wheels are attached onlegs, one on each boom semi-span below and slightly forward of the boomsto avoid interference with the spray pattern, fairly well outboard alongthe boom span. Their purpose is to prevent the booms from encroachingtoo close to, or touching the ground in the event of the control systemfailing to adequately maintain the correct height position of the boom.While such touch-down wheels may prevent obvious damage to the booms inthe event the height control system failure, their inclusion might beconsidered as indication of the inadequacies of current sprayboom/control system design and control methodologies and the need toaddress them.

Structural design is of vital importance to both the affordability anddurability of wide-span spray booms. In this respect it is not only theabsolute structural strength of the booms that is relevant, but also,and perhaps more critically, the fatigue strength, which on metal boomstructures, particularly welded metal boom structures, usually definesthe boom's usable life. In this respect the amplitude of the cyclicfatigue loadings applied to the boom, either as imposed loads (frombumps in the terrain reacting the inertia of the boom structure, forexample) or as resonance generated loads (from structural modalresonance response) are of great importance. This is because thecharacteristic fatigue S-N curves (cyclic Strain amplitude verses Numberof strain reversals to failure) follows a logarithmic curve with a slopeof approximately three, so effectively represents a number of cycles tofailure that varies inversely as the cube of the cyclic strain. To putthis into perspective, if by the severity of operation, the magnitudecyclic loading forces on a given boom structure were to be doubled, thenits fatigue life would be expected to fail prematurely at around justone eighth of its original value. While, on the other hand, if bydesign, the cyclic loading were to be halved, then the same boom wouldbe expect to benefit by an eightfold increase its life.

The alleviation of fatigue loads by adequate compliant suspension inheave (vertical accelerations imposed when traversing undulating orbumpy ground), in roll (which has been addressed in the foregoingparagraphs), in longitudinal acceleration (acting inertially to flex thebooms backwards and forwards on accelerating and braking or climbing ordescending gradients) and in yaw (accelerations imposed about the yawaxis by steering the vehicle), is commonly practiced in current designs.In some cases, semi-active control of the longitudinal and yawaccelerations is also currently practiced, while automaticallyself-leveling the booms relative to the sensed ground position at apre-set spray height, combined with compliant boom suspension,effectively results in semi-active vertical boom suspension, there stillremain some serious deficiencies in structural and fatigue boom designcapabilities.

Primarily these relate to the propensity to structural resonance in the(necessarily very flexible) booms excited by vertical and/orlongitudinal accelerations in the supporting vehicle due to itsoperation over rough or undulating ground, even when the best methods oftrying to isolate the booms from such critical vibration frequencieshave been employed. Such resonant vibrations, magnified by an excitingfrequency, can rapidly fail or fatigue the boom's structure prematurely.Further, designing to avoid the critical frequencies generated by thevehicle is largely thwarted by the potentially wide range of frequenciesable to be generated due to mass of the vehicle changing on itssuspension and tires, as its liquid cargo is discharged during thespraying operation. This is a significant weakness in contemporaryhigh-spans pray booms, and one which will only become worse as economicnecessity drives future spray boom spans wider.

The optimal structural design of spray booms typically results in atriangulated braced truss-structure for several reasons. Firstly, thetruss type structure is one of the strongest, lightest and most rigidconfigurations, and secondly, when in the folded position along bothsides of the vehicle, the open lattice frame of the truss structureallows the driver a fairly high level of visibility through thestructure itself, so enabling safer operation, particularly on roads andhighways. The open lattice structure also permits ready access to anyplumbing, hydraulics, electrical and communication lines, sensors etc.for maintenance or modular adaptability.

From the foregoing it can be seen that there are a large number ofrelevant factors that need to be addressed in the optimal design ofwide-span spray agricultural booms, and that contemporary designs aredeficient in a number of respects.

It is desirable that wide-span spray booms be designed using lightweighthigh-strength materials, so that the booms' span can be maximized whilethe structural loads, resulting largely from the boom structural mass,can be kept with the limits defined by the operational liferequirements.

It is desirable that, in order to maximize agricultural sprayer utilityin terms of area sprayed in unit time that both the boom-span andvehicle speed be maximized; notwithstanding that both these parameterssignificantly increase the propensity of the boom structure to flexureand resonance.

It is desirable for the boom system to be able to accurately maintainthe optimal, near constant, spray height above the ground, and to followthe smooth contours and undulations in the ground surface profile inspan at the highest practical vehicle spraying speed.

It is desirable that not merely the limit-load strength of the boomstructure, but the fatigue strength of the structure, be primarycriteria for spray boom design.

It is desirable that the problem of boom structural resonance,particularly in the vertical and longitudinal vehicle axis directions,be eliminated or reduced to acceptable levels, particularly at theresonant Eigen-frequencies.

It is desirable that the spray boom structure be of the truss or latticetype, so that the vehicle driver's visibility through the structure isnot significantly impeded when the booms are in the folded positionalong both sides of the vehicle.

It is desirable that methodologies to mitigate otherwise excessive loadsfrom being imposed on the booms' structure and attachments to thevehicle due to the vehicle's angular displacements in roll over unevenground being reacted against the deployed booms' extremely high polarmoments of inertia in roll

It is desirable that methodologies to mitigate otherwise excessive loadsfrom being imposed on the booms' structure by the vehicle's movementover rough or uneven ground, in the vertical or longitudinal axisdirections due to the booms' inertia reacting the vehicle's vertical,longitudinal and yaw displacements.

It is desirable that, in the design of the booms combined with theirattachments to their supporting center-rack, along with thecenter-rack's attachment to the vehicle, that provisions be made tosupport the use of advanced active boom control methodologies: These aremethodologies that enable the booms to follow the varying contours ofthe ground with a high level of accuracy, without interference fromspurious short term vehicle displacements, and with a response timeconsistent with these objectives.

The present invention serves to overcome these deficiencies.

SUMMARY OF THE INVENTION

The current invention discloses several methodologies that mitigateshock loading and propensity to resonance in agricultural spray boomstructures. These include a new form of near-planar linkage instrumentalin decoupling the boom assembly from the vehicle in pitch, heave androll. This serves to permit further aspects of the invention to: Use thecombined mass of the booms and center section as the tuned mass of atuned mass damper that can counter the eigenfrequency of the boom systemin vertical resonance (flapping): Act as an enabling part of a boomcompliant suspension system to mitigate shock loadings otherwise imposedon the boom system, and: Act as an enabling part of an active boomheight and roll control systems to permit the accurate navigation of theboom over undulating terrain. The planar linkage also has application toother devices and uses. Further aspects of the current invention includethe incorporation of tuned mass dampers to counter resonance at eitherthe Eigen or tertiary frequencies in the boom structure and components;and the use of the mass and operation of the boom outboard “breakaway”sections as tuned mass dampers to counter modal resonance in thehorizontal plane.

There are many advantages of the present invention. Some advantages are:

According to one advantage of the present invention, wide-span spraybooms of the present invention are designed using lightweighthigh-strength materials. This allows the boom's span to be maximizedwhile the structural loads, resulting largely from the boom structuralmass, can be kept with the limits defined by the operational liferequirements. In order to maximize agricultural sprayer utility in termsof area sprayed in unit time that both the boom-span and vehicle speedbe maximized; notwithstanding that both these parameters significantlyincrease the propensity of the boom structure to flexure and resonance.The fatigue strength of the structure in addition to the limit-loadstrength of the boom structure should be accounted for in a boom design.Accordingly, an advantage of the present invention is that structuralresonance, particularly in the vertical and longitudinal vehicle axisdirections, can be eliminated or reduced to acceptable levels,particularly at the resonant Eigen-frequencies.

The resulting fatigue strength and structural strength allow for thebooms to have a greater width and the vehicle to travel at a fasterspeed. This results in greater coverage per unit time.

According to another advantage of the present invention, the spray boomstructure is of the truss or lattice type, so that the vehicle driver'svisibility through the structure is not significantly impeded when thebooms are in the folded position along both sides of the vehicle.

A near planar linkage is provided according to one aspect of the presentinvention. The near planar linkage can carry weights in a plane withoutthe need for direct contact points such as rollers. It is understoodthat the motion of an object connected to the linkage can be nearlyplanar.

According to another advantage of the present invention, the boom systemis able to accurately maintain the optimal, near constant, spray heightabove the ground, and can follow the smooth contours and undulations inthe ground surface profile in span at the highest practical vehiclespraying speed.

According to another advantage of the present invention, methodologiesto mitigate otherwise excessive loads from being imposed on the boom'sstructure and attachments to the vehicle due to the vehicle's angulardisplacements in roll over uneven ground being reacted against thedeployed booms' extremely high polar moments of inertia in roll areprovided.

According to another advantage of the present invention, methodologiesto mitigate otherwise excessive loads from being imposed on the boom'sstructure by the vehicle's movement over rough or uneven ground, in thevertical or longitudinal axis directions due to the booms' inertiareacting the vehicle's vertical, longitudinal and yaw displacements areprovided.

According to a further advantage of the present invention, that in thedesign of the booms combined with their attachments to their supportingcenter-rack, along with the center-rack's attachment to the vehicle,that provisions are made to support the use of advanced active boomcontrol methodologies: These are methodologies that enable the booms tofollow the varying contours of the ground with a high level of accuracy,without interference from spurious short term vehicle displacements, andwith a response time consistent with these objectives.

According to an advantage of the present invention, when a center rackforms a tuned mass damper, the entire boom is damped without addingappreciable weight to the system.

According to another advantage of the present invention, there is arelatively large reservoir coupled with a bag having a small volume.This allows for the bag to provide a near constant force to support theboom.

Further, the near constant force element is coupled with dampers inparallel to eliminate low rate of oscillation in booms. Hence, theentire boom is damped.

According to a further advantage of the present invention, the angle ofthe center rack (and hence the booms) can be controlled by an internalpump. A controller controls an internal pump to direct air (and hencechange pressure) to rotate the boom assembly to the left or right sideboom. This is accomplished without adding or removing air (or a gas or aworking fluid) from the system. The internal pump switches direction ofpumping as often as needed to maintain the desired boom angles.

According to another advantage of the present invention, a positionallink is provided. The positional link can tilt a secondary section ofboom relative to the first section of the boom to maintain a desiredspray height. Articulation can be done in real time by the use ofsensors and a controller.

According to another advantage of the present invention, a tension gasspring is provided. The tension gas spring inverts action a compressiongas strut to form a tension gas spring. This allows an embodiment of thepresent invention to pull two objects towards each other.

Damping is provided as two arms pull back towards each other in latterportion of return of the gas strut. It is appreciated that there isn'tany appreciable damping as the arms separate from each other, therebyallowing freedom of outward motion.

In use, two tension gas springs can be used with a breakaway section ofa boom to turn the break away into a tuned mass damper. In this regard,depending on the direction of the swing, one of the two tension gassprings can first separate (without damping) and then provide a dampingeffect upon the latter part of the return. Hence, there will be oneactive damper and one inactive damper depending on the direction of theswing of the breakaway relative the adjacent boom section.

Another advantage of using the breakaway section as a tuned mass damperis that it does not add appreciable weight to the boom.

According to another aspect of the present invention, a tuned massdamper can be bolted or otherwise connected to the boom. Thisadvantageously can address specific problems in primary and secondary(or tertiary) modes remedially (i.e. if they appear).

According to another advantage of this aspect of the present invention,the tuned mass damper can be designed so that a single mass can damp inboth the vertical and horizontal directions.

According to another advantage of the present invention, the tuned massdampers can be passive or active. In an active damper, such as a coiland magnetized mass, the user can selectably turn on the damper asnecessary.

Other advantages will become apparent by studying the following detaileddescriptions and the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of an existing agricultural spray vehicleand boom system in operating position to which the current invention maybe applied.

FIG. 2 is a perspective view of an existing agricultural spray vehiclein folded and boom system, to which the current invention may beapplied, with the booms in the stowed position.

FIG. 3 is a perspective view of an embodiment of a near planar linkage.

FIG. 4 is a side view of the embodiment illustrated in FIG. 3.

FIG. 5 is similar to FIG. 4, but shows a strut moved away from thecentered position but maintaining a position in a similar plane.

FIG. 6 is a rear perspective view of the embodiment illustrated in FIG.3.

FIG. 7 is similar to FIG. 6, but shows a spherical joint at the distalend of the strut in an alternative orientation.

FIG. 8 is a perspective view of an embodiment of a support assemblyincluding a center rack incorporating near planar linkages.

FIG. 9 is an alternative view of the embodiment shown in FIG. 8.

FIG. 10 is an alternative view of the embodiment shown in FIG. 8.

FIG. 11 is an alternative view of the embodiment shown in FIG. 8.

FIG. 12 is a perspective view showing an embodiment of a positionalconnector of the present invention.

FIG. 13 is similar to FIG. 12, but shows the second boom section in anelevated angle relative the primary boom section.

FIG. 14 is similar to FIG. 12, but shows the second boom section in adeclined angle relative the primary boom section.

FIG. 15 is a high level flow diagram of the controller operation.

FIG. 16 is a side view of an embodiment of a tension gas spring.

FIG. 17 is a perspective view of the embodiment illustrated in FIG. 16.

FIG. 18 is a side view showing the internal components of the embodimentillustrated in FIG. 16.

FIG. 19 is a perspective view of a breakaway tuned mass damper.

FIG. 20 is similar to FIG. 19, but shows the breakaway swung in a firstdirection.

FIG. 21 is similar to FIG. 19, but shows the breakaway swung in a seconddirection.

FIG. 22 is a perspective view of an embodiment of a tuned mass damper.

FIG. 23 is a perspective view of an alternative embodiment of a tunedmass damper.

FIG. 24 is a perspective view of an alternative embodiment of a tunedmass damper.

FIG. 24A is similar to FIG. 24 but shows a cover in place.

FIG. 25 is a perspective view of an alternative embodiment of a tunedmass damper.

FIG. 25A is similar to FIG. 25 but shows a cover in place.

FIG. 26 is a schematic view of a boom assembly with a left and rightboom in a straight position.

FIG. 27 is similar to FIG. 26, but shows the booms articulated to matchthe contour of the ground beneath.

FIG. 28 is similar to FIG. 26, but shows the booms articulated to matchthe contour of the ground beneath.

DETAILED DESCRIPTION OF THE INVENTION

While the invention will be described in connection with one or morepreferred embodiments, it will be understood that it is not intended tolimit the invention to those embodiments. On the contrary, it isintended to cover all alternatives, modifications and equivalents as maybe included within the spirit and scope of the invention as defined bythe appended claims.

Referring now to the invention in more detail, FIGS. 1 and 2 show thebooms mounted in position on a vehicle. FIG. 1 shows them as they wouldbe in the deployed in the full-span and part-span operating positionwhen used for spraying crops, while FIG. 2 shows the invention in itsfolded position as it would be used for driving to and from the fieldsbeing sprayed, maneuvering through field entrances gates, along tracksor on roads or highways. Unless otherwise noted, the booms 110 and 120shown in the various embodiments of the current invention comprise threeprimary identifiable segments: The primary or inner boom, the secondaryor outer boom, which incorporates a breakaway.

In order to decouple the entire boom system and center-rack from thevehicle in pitch heave and roll, the current invention incorporatesmultiple near planar linkages, or near planar link mechanism, 20. Theselinkages are seen in FIGS. 3-7.

Each near planar linkage 20 has a body 30 with three body joints 31, 32and 33. A center arm 40 is provided having a base 41 with three centerarm joints 42, 43 and 44. A strut 50 upstands from the base 40. Thestrut 50 has a proximal end 51 and a distal end 52. A spherical joint 53is at the distal end 52 of the strut. A link 60 is provided. A sphericaljoint 62 is at a first end 61 of the link, and a spherical joint 64 isat the second end 63 of the link. A link 70 is provided. A sphericaljoint 72 is at a first end 71 of the link, and a spherical joint 74 isat the second end 73 of the link. A link 80 is provided. A sphericaljoint 82 is at a first end 81 of the link, and a spherical joint 84 isat the second end 83 of the link.

The links 60, 70 and 80 interconnect the body 30 and center arm 40. Thefirst end spherical joint 62 of link 60 is connected to the first bodyjoint 31. The first end spherical joint 72 of link 70 is connected tothe second body joint 32. The first end spherical joint 82 of link 80 isconnected to the second body joint 33. The second end spherical joint 64of link 60 is connected to the center arm joint 42. The second endspherical joint 74 of link 70 is connected to the center arm joint 43.The second end spherical joint 84 of link 80 is connected to the centerarm joint 44.

It is understood that the center arm 40 can more relative the body 30.The distal end 52 of the strut 50 moves generally in an approximateplane 90.

The central arm in one example can have a length of about 12 inchesmeasured from the center of the spherical joint at the distal end to theplane of the pitch circle diameter (PCD) of the three other sphericaljoints at its large end. Relative to the central arm length, the linklengths center to the center of the spherical joints can beapproximately 0.63; the center rod lard end PCD of the three sphericaljoints is approximately 0.67; and the large ring PCD of the threespherical joints is approximately 1.17.

Stated in more particularity, the near planar linkage comprises threelinks each of which is attached at one end by a spherical joint to amain body or support 30 at three approximately equi-distant attachmentlocations, and to one end of a mid-positioned, longer strut, via threeapproximately equi-spaced spherical joints. By way of definition, it canbe stated that the center strut, having the three links attached at oneend as shown, and a single spherical joint at its distal end, has alonger distance between the plane of the pitch circle diameter of thespherical attachments at its large end to the center of the sphericaljoint at its distal end, than the length of the three links betweentheir spherical joint centers: The pitch circle diameter of thespherical attachments on the main support is larger than the pitchcircle diameter of the three spherical attachments at the end of thecenter strut. The length of the three links, spherical joint center tospherical joint center, is less than the pitch circle diameter of thecenters of the three spherical joints on the larger end of thecenter-strut. Configured appropriately, the path that the center of thespherical joint at the distal end of the center-strut follows alwaysremains closely planar to the plane that passes through the pitch circlediameter of the centers of the three spherical joints on main support.However, it is not a perfect planar linkage; there must always be somesmall deviation: There is so single perfect mathematical solution. Themathematical method by which the geometry of the near-planar linkage isgenerated therefore one of iterative “Design of Experiments” appliedtypically using computing processes such as Matlab, Mathcad or bespokecomputer programming. For this particular embodiment of the invention,which is not necessarily fully optimized in planar movement and whichpermits a 12 inch inclusive movement of the center of the sphericaljoint at the distal spherical joint in all directions, that geometricaldeviation is just seventy two thousandths of an inch. This smalldeviation is considered insignificant in terms of the relativeflexibility achievable in the supporting structure of the center-rack towhich it is applied in this particular usage.

While the foregoing depicts just one embodiment of the near planarlinkage used in this particular context, there are numerous potentialadaptions that would also be considered to benefit from the use of theconcept, A particular aspect is that this specification uses the term“spherical joint” as a way of defining the function of a jointmechanism. Clearly, the effect of a spherical joint function can besimply replicated by the use of multiple revolute joints, for example, auniversal, or Hook's joint; a roller ball joint, CV joint, recirculatingball or roller joint, or indeed, any elastomeric joint configured toachieve the same objective: These are all considered to be synonymousand inclusive with the term “spherical joint”, for the purposes of thisspecification, as they allow rotation in all directions.

These include the application of such a planar linkage to the support ofmajor structures such as high-rise buildings in earthquake pronegeographical zones, the general enhancement of tuned mass dampingtechnology, and vehicle suspensions, also expounded in this patentspecification, and in many advanced technological areas.

Turning now to FIGS. 8-11, it is seen that a support assembly 150 isprovided to connect to a vehicle 101 four bar linkage 102. The vehiclehas a lift actuator 102. The vehicle can have a first boom 110 with anangle actuator 111 for controlling an angle of the boom relative to thecenter rack and a second boom 120 with an angle actuator 121 forcontrolling an angle of the boom relative to the center rack.

The support assembly 150 has a center rack support frame 160. Supportframe 160 has four connectors 161, 162, 163 and 164. A center rack 170is further provided having a top 171, a bottom 172, sides 173 and 174, afront 175 and a rear 176. A plurality of near planar linkages,preferably four such linkages 180, 181, 182 and 183, are provided. Thefour linkages are removably secures to the connectors of the supportframe, wherein the center rack can move within a plane relative thesupport assembly without appreciably changing the distance between thecomponents, namely the support frame 160 and the center rack 170.

Several other components are provided, including a controller 200, afeed pump 210, an internal pump 220, and a motor 230 for driving pump220. A reservoir 240 connected to an air bag 250 with a conduit and adamper 260 parallel with the expansion axis of the bag is furtherprovided. A reservoir 2770 connected to an air bag 280 with a conduit,and a damper 290 parallel with the expansion axis of the bag is furtherprovided. It is appreciated that the volume of the reservoirs comparedto the distance the bags are inflated result in a near constant forceelement being provided to support the booms. The conduits between thereservoirs and bags can be located inside of other components oroutside. The pump 220 can rapidly change direction causing the left orright side bags to selectably inflate or deflate (without changing heamount of gas in the system) and accordingly raise the left boom orright boom angularly relative via center rack positioning while theopposite boom is lowered angularly.

Height sensors 300 are preferably located at the root end of the primarysection, the outboard end of the secondary section and the outboard endof the breakaway section on each side boom. Hence, it is preferred tohave six sensors. Of course, the number and location of the sensors 300could change without departing from the broad aspects of the presentinvention. A pressure sensor 310 can also be provided to measurepressure on each side of the center rack within the reservoirs.

As discussed with more particularity, it is seen that a center rack 170incorporating four of these planar linkages 180, 181, 182 and 183, oneat each corner, is provided. Each of these planar linkage center strutsare attached, via the spherical joint at the distal end of thecenter-strut, to the support frame connected to the vehicle by theconventional four-bar lift linkage. Thus it may be observed that if thecenter-rack's mass were to be suitably supported, then it would be freeto move vertically, horizontally and in angular translation about thevehicle's longitudinal axis, within the movement limitations of theplanar linkages, while being constrained in all other degrees offreedom. While four planar linkages are shown, the present invention isnot limited to utilizing four such linkages.

The center rack 170 with booms attached, being restrained by the fourplanar linkages as described, above, but with the weight of the boomassembly being reacted by two resilient suspension elements. Thesesuspension elements can be mechanical springs, gas struts, liquidsprings, hydraulic struts connected to compressed gas accumulators toact as springs, air springs, Near Constant Force (NCF) elements or anyother type of resilient element that would reduce the shock loads thatwould otherwise be imposed on the boom assembly by vertical or rolldisplacements of the vehicle. These two spring elements may also bemounted in parallel with dampers, in much the same way that carsuspension springs and dampers are configured to prevent resonance ofthe suspended mass (the center-rack and booms) by converting resonancemomentum into heat, and dissipating it to their surroundings.

In one specific embodiment of the invention, the spring elements are gassprings configured to act as low K springs, that is, having a very smallincrease in spring force with displacement. This is achieved by theentrapped volume of the springs being large in relation to the sweptvolume displaced for a given spring movement. These gas springs 250 and280 may take the form of air-bags similar to those often used for heavytruck and trailer suspension systems, but to increase thedisplacement/volume ratio, an additional closed reservoir volume may beattached to the airbag via a large bore connecting pipe (to minimizeflow losses). Configured in this way, the effective K value of airsprings may be lowered to the point that the spring system may beregarded as a Near Constant Force (NCF) element. Very low spring rateand NCF elements are advantageous in isolating or decoupling thesuspended mass of the boom system from spurious movements of vehicle,but since they have little or no convergent restoring force, theyrequire some form of active control to keep the boom system with theplanar linkages limits of operation.

It should be noted that any lateral forces that would otherwise causethe center-rack and booms to displace sideways under lateralaccelerations imposed by the differential vertical movements of thewheels on either side of the vehicle, combined with the height of theboom and center-rack system above the ground, may be countered by springelements and dampers, positioned to act laterally to restrain thecenter-rack relative to the center-rack support frame. The verticalposition of these spring restraints may be constrained to beapproximately coincident with the combined booms/center-rack assemblyvertical center of mass in order to minimize spurious vertically actingforces from being imposed on the center-rack under lateral loadings orin side slope operation. In another variation of this embodiment of theinvention, two airbag spring elements, instead of the single restrainingspring are mounted at each side of the center-rack to restrain it.

Two airbag type low spring (K) rate or NCF elements supporting thesuspended mass of the center-rack and boom system can be provided.Height level sensors are fitted to each side of the center-rack, so thatthe height of each end of the center rack relative to the center-rack'ssupport frame can be determined; accordingly their two signals can becomputed to provide a combined mean rack height position. That is to saythat the mean height level can be known, irrespective of the any angulardisplacement in roll between the decoupled center rack and boom systemand the vehicle mounted boom support frame. Also, the (typically) twoactuators (usually hydraulic cylinders) that are fitted to the vehicle'sfour-bar linkage that raise and lower the center-rack and boomassemblies en-mass, are fitted with positional transducers (typicallylinear transducers) that enable the center-rack height position to becomputed at any time. Further, the two inner booms are furnished with amultiplicity of ground proximity height sensors 300, with at least onesensor at each end of each inner or primary boom section, to measure theheight above the ground. Similarly, the secondary and breakaway boomsections are also fitted with ground height proximity sensors: At leastone at, or towards the outboard end of the secondary boom section, or onthe breakaway section, or both.

Additionally, either pressure sensors are fitted to each of the air bagsto measure the dynamic air pressure within them, or force sensors areused to measure the dynamic force being applied or reacted by each ofthe two air bags into the boom structure.

The enclosed volumes of the two airbag springs are interconnected by alarge bore tube and a high throughput, bi-directional, positivedisplacement air pump 220, such as a Roots pump, is interposed in thisinterconnecting line, such that when driven in one direction ofrotation, air is displaced from the left side airbag into the right sideair bag, and when rotated in the opposite direction, air is pumped inthe opposite direction, from the right side airbag into the left sideair bag.

A further, smaller positive displacement leveling pump 210, serves topressurize the whole boom suspension system, while control valves arefitted to operate in conjunction with the leveling pump to increase ordecrease the mean pressure within the enclosed volume of air within theairbags, interconnecting pipe and bi-directional positive displacementpump.

In operation, the entire boom system is supported by the two airbagsprings, which are pressurized by the leveling pump to lift thecenter-rack and booms to the correct mean height to optimize theavailable movement of the four planar linkages. The leveling pump may bedriven electrically from the vehicle's electrical supply, or driven by ahydraulic motor from the vehicles hydraulic supply. The leveling pumpmay exhaust into a pressurized air reservoir or accumulator from whichthe control system monitors and controls the pressurized air levelingsupply to the enclosed boom suspension system by means of the valvesmentioned earlier. Either way, the leveling operation may be controlledelectronically using signals processed from positioning sensors mountedbetween the center-rack and the vehicle mounted support frame to controlthe pressurized airflow into and out of the enclosed system volume. Inan alternative embodiment, a mechanically operated leveling valve, asused to self-level the ride-height of commercial vehicles may beemployed.

Again, in operation, once the center hack height has met, and is beingmaintained at the required mean dynamic height position, then signalsfrom the ground height sensors, mentioned in this specification in thesection “Background to the Invention”, mounted on the boom inboard orprimary boom sections, are used dynamically level the booms relative tothe ground. This is done by electronically analyzing the relativeinboard boom heights above the ground, generating the required (dynamic)set point and deviation signals, and driving the positive displacementpump in the appropriate direction to change the relative forces beingmonitored and applied to each of the airbags in order to permit the boomsystems weight and mass to effectively drive the boom in angulardisplacement on an axis parallel to the vehicle's roll axis, to causethe boom system to roll, en-masse, towards the dynamic set point wherethe inner booms on both sides of the vehicle are at the same height fromthe ground. Of course, the inertia of the booms will typically cause theboom movement to pass the set point, whereupon the direction of rotationof the positive displacement pump will be reversed to correct, and thebooms will continuously be “balanced” in this manner, back and forth,although almost imperceptibly, such that the inner boom sections willremain at equal height above the ground on both sides of the vehicle,irrespective of the undulations and topographical contour changes of theground profile.

Now, achieving the dynamic balance of the inboard boom sections at equalheights above the ground is only part of the requirement of a boomsystem. If the vehicle is passing through a gully where the groundprofile will rise up on either side of the vehicle, or along the top ofa ridge where the ground profile will slope down on either side of thevehicle, simply having a straight boom span maintaining equal heightsboth sides of the vehicle, could prove inadequate. In the formercondition, the gully, not only could the greater part of the booms bebelow optimal height for spraying, but the outboard sections of thebooms could actually impact the ground: In the latter condition, theridge, the outboard sections of the boom could be so far above theoptimal spray height that the spraying operation could be almostineffective. Accordingly, essentially simultaneously with the balancingof the complete boom and center-rack assembly to equal mean height abovethe ground on both sides of the vehicle, each of the two secondary boomsections is arranged to pivot in the region of their folding hinge pointto the inner, or primary boom sections, upwards and downwards aboutlongitudinally disposed pivot axes (in the operating mode): That is,that the primary and secondary boom sections can be articulatedrelatively to each other to increase or decrease their dihedral/anhedralangle as required to maintain the secondary at the correct mean heightabove the ground irrespective of the complex and varying span-wisecontours of the ground, and the dihedral/anhedral positioning of theinboard boom sections which result from their own contour followingcapabilities.

Turning now to FIGS. 12-14, it is seen that a positional connector 350is provided. The connector 350 connects a primary boom section 360 withlongitudinal axis 361 to a secondary boom section 371 with longitudinalaxis. A folding actuator 380 is shown schematically, which is used tofold the secondary boom section relative to the first boom section. Atop pivot 390 and a bottom pivot 400 are provided. The top pivot is apivotal connection of a fixed length. The bottom pivot 400 has anactuator 401 and a positional control 402. The pivot is rotational aswell as linearly adjustable. The actuator can have a predeterminedstroke, wherein at one end of the stroke the secondary boom section 370is held on an inclined plane or orientation relative to the primary boomsection 360. Yet, when the actuator 401 is at the other end of thestroke, the secondary boom section 370 is held at a declined plane ororientation relative to the primary boom section 360. The secondary boomsection 370 can further be oriented wherein its longitudinal axis 371 isgenerally parallel to the longitudinal axis 361 of the primary boomsection at a point intermediate the two actuator stroke ends. It isappreciated that the actuator 401 can be controlled by the controller402 to make adjustments in real time based on inputs from heightsensors. Actuator 401 is preferably a hydraulic actuator.

Stated more particularly, in operation, the ground proximity sensor 300,or sensors mounted at the outboard end of the secondary boom sectionand/or breakaway measures the height of the outboard end above theground. The controller 200 compares this value with the height sensor atthe outboard end of the inner or primary boom section, and a deviationsignal generated. The controller in turn corrects the dihedral/anhedralangle of the outboard boom section and breakaway relative to the boominboard section by controlling the hydraulic actuator between the twosections, such that outboard end of the secondary and or breakaway boomsections is brought to similar height above the ground to the outer endof the primary section.

Turning now to FIG. 15, it is seen that a high level flow diagram 420 ofa control system for this particular embodiment of the invention. FIG.15 shows the generic type and location of the minimum number of sensorsrequired to operate the boom leveling and control system. The right handcolumn shows the generic type of input sensors while the lower leftcolumn shows process actions with some feedback signals. The topconfiguration table is incorporated to account for significant changesin operational inertia data, such as operating the booms in their shortspan semi-folded configuration, or to permit the folding and unfoldingof the booms under full control while the vehicle is moving.

In another embodiment of the current invention, any propensity of theboom whole boom system to resonance in the vertical or “flapping” mode,particularly at its Eigenfrequency may be countered by turning the boomsystem itself into a tuned mass damper, tuned to its own first-ordernatural frequency, This is achieved by arranging for the spring rate (K)of the combined airbags at the center-rack that support the mass of theboom/center-rack system, to have closely the same natural frequency asthe boom span itself. The planar linkages allow the free verticaldisplacement of the center rack to achieve the necessary freedom ofmovement. The dampers that are in parallel with the airbags then serveto dissipate the energy of the resonance—in the manner and function of atuned mass damper—to reduce the amplitude of resonance to a much lowerand far less destructive level. The system may be tuned by proportioningthe suspending airbag springs appropriately during the design to givethe appropriate spring rate and/or adjusting the internal volumes of theair reservoirs attached to each airbag by means of an adjustable pistonat the closed end of the reservoir, or by having a hydraulicallydisplaceable diaphragm within the reservoir and pumping the oilentrapped behind the diaphragm in or out in order to vary the internalair volume of the reservoir.

This concept is very attractive, since the booms become effectivelybecome their own tuned mass damper, but without having to add anadditional mass which, of course would be necessary with the moreconventional approach to tuned mass damping. Such systems can be readilymodelled, indeed reduced to practice, by using Finite Element Analysis(FEA) to determine the Eigenfrequency of the vertical flapping mode ofresonance of the boom system, and multi-body dynamics software, such asADAMS, to model the TMD damping effect.

Turning now to FIGS. 16-18, it is seen that a preferred embodiment of atension gas spring 450 is provided. The tension gas spring 450 has ahousing 460 with two ends 461 and 462. A slot 463 or other type ofopening is provided spanning generally longitudinally along one or twosides of the housing 460. A gas strut 470, preferably a compressive gasstrut with a damping components, is provided and is fixed at the top end461 of the housing. The strut 470 has a first end 471 and a second end472. The first end 471 is preferably pinned to the housing 460 at ornear the first housing end 461. It is preferable that the seal isoriented down wherein the damping fluid can cover the seal when the unitis stored to preserve the integrity of the seal. The opposite end 472 ofthe actuator can move along a longitudinal axis relative to the housing.An arm 480 is pivotally connected to the second end 472 of the strut. Astirrup 491 can be connected to the end 471 with a bolt. A second arm490 is pivotally connected to the second end 462 of the housing in afixed longitudinal position. A stirrup 491 and bolt 492 are used toconnect the arm 490 to the housing. It is understood that the stirrupsare pivotally connected to the arms allowing for rotation there between.While stirrups are shown, it is appreciated that alternative connectivestructures could be used without departing from the broad aspects of thepresent invention.

In use, a force can be provided to force the arms away from each other(within the constraints of the gas strut or spring). There is preferablylittle or no damping provided in this direction. However, the tensionspring 450 of the present invention applies a return force to the arms(biasing them towards each other) and provides an amount of damping atthe latter end of the return stroke. The amount of damping can bedetermined by a variety of factors relative to the compressive gas shockused in tension spring.

Looking now at FIGS. 19-21, it is seen that a breakaway section tunedmass damper 500 is provided to damp boom resonance in the fore and aftflapping mode. The breakaway section tuned mass damper 500 has asecondary boom section 510, a breakaway boom section 520 and two tensionsprings 530 and 540. Spring 530 is on one side of the boom with one armconnected to each boom section. Spring 540 is on the opposite side ofthe boom and also has one arm connected to each boom section.

The breakaway section 520 is free two swing out laterally relative tothe secondary section 510 in either direction without encumbrance. Inthis regard, the breakaway section can retain its intended function.Yet, the tension springs are used to bias the breakaway section to anorientation back in line with the secondary section (FIG. 19). Inaddition to the biasing force provided by the springs 530 and 540, thesprings 530 and 540 provide dampening thereby turning the breakawaysection into a tuned mass damper (without adding appreciable weight tothe system). It is appreciated that depending upon the direction of theswing, that only one of the tension springs 530 or 540 is activelydamping the system.

According to another embodiment of the current invention, one or moretuned mass dampers (TMDs) are in or on each boom semi-pan, at a positionor positions calculated or measured to place them in fairly closeproximity to the anti-nodal regions at the boom system Eigenfrequencyand/or at anti-nodal positions of any problematical secondary ortertiary frequencies. Tuned mass dampers used for this purpose may be ofthe passive or active types and may be of a commercially availabledesign, or designed specifically for the purpose. They may be attachedexternally to the boom's structure or mounted within it. The TMDs may beoriented to counter resonance occurring in a single plane, i.e., thehorizontal plane to counter resonance in the vertical direction, oroperate to counter resonance in more than one plane, i.e., to counterresonance in both the vertical and longitudinal planes.

FIG. 22 shows the principle of operation of just one of the many TMDconfigurations that may be used for the purpose of quelling resonantvibrations in spray booms. In this particular case the TMD is of thepassive type and serves to operate to counter resonance in both thevertical and longitudinal directions, notwithstanding theEigenfrequencies may be significantly different in these two resonantmodes due to the boom's flexibility characteristics being bound bydifferent structural and dimensional requirements in these two differentorientations.

Referring again to FIG. 22, it is seen that a tuned mass damper 550 isprovided having a base 560, a mass 565, a bar spring 570, a firstdamping rod 570 and a second damping rod 575. Component 565 is asubstantial mass, supported on a rectangular cross-section beam barspring 570, which is in turn connected at its fixed end to substantialbase 560. The base 560 is bolted solidly to the boom structure thoughits four mounting holes at a boom span-wise location carefullycalculated or empirically determined to render the TMD's function mosteffective. In positioning the TMD on or within the boom's structure, theelongate orientation of bar spring 570 is arranged to be essentiallyparallel to the elongate direction of the boom. The natural frequency ofthe mass 565 as it oscillates up and down, in essentially verticaldisplacement on bar spring 570, when excited by vertical vibratorymovements in the boom fed in through base 560, is determined by thesectional characteristics of the bar spring 570, and can be tuned to aspecific frequency by varying the bar spring cross section horizontalwidth and vertical height, effective beam length and, of course thevalue of mass 565. This can be similarly achieved for the naturaloscillating frequency in the lateral direction. The TMD will be mosteffective in quelling the resonant frequency of the boom in each of thetwo resonant directions, vertical and longitudinal (relative to thevehicle axes) when the natural frequency closely matches the boomsresonant frequencies in each of these two different directions.

In order to function as an effective TMD, the TMD mass is appropriatelydamped and, in the TMD depicted in FIG. 22, this is achieved by themeans of two flexible damping rods, specifically rod 575 for damping inthe vertical vibration direction and rod 580 for damping in the lateralvibration direction. These damping rods have their fixed ends attachedat base 560, and their free ends that are slidably constrained in tubesembedded in mass 565. Accordingly, when the mass 565 oscillates in avertical direction the free end of damping rod 575 is displaced slidablywithin its respective damping tube in mass 565, such that viscous shearis induced in a damping medium such as thick silicone grease presentwithin the tube and kept in place by a seal or a flexible bellowsserving the same function. A similar damping effect is realized in thelateral oscillation direction by damping rod 580 moving within itsrespective tube in mass 565, and again having a suitable damping mediumsealed in by a seal.

It should be understood that this is a TMD concept advanced forexplanatory purposes only. There are numerous ways a TMD can beconfigured, either as a passive device (as shown in FIG. 22, or as anactive device typically using closed loop control and computerinterfacing. A TMD can also be configured to impose minimal spuriousreactive moments on the structure: For example, the device depicted inFIG. 22 could be mirrored about the attachment face base 560 to providea double mass device, reminiscent of a dumbbell, which would notintroduce unnecessary vibratory bending moments into the supportingstructure.

An embodiment of this nature is illustrated in FIG. 23. The tuned massdamper 600 in FIG. 23 has a base 605 and a bar spring 610. A firstsection 620 having a mass 621 and two damping rods 622 and 623 areprovided. A second section 630 is also provided and is opposite of thefirst section 620. The second section 630 similarly has a mass 631 andtwo damping rods 632 and 633.

Two masses 621 and 631 are shown mounted at either end of a flexible barspring 610, which is itself supported at its central common nodalposition by base 605 at its Eigenfrequencies in resonance in both thelateral and vertical modes, which effectively divide it into twosections, a first section 620, and a second section, 630. The supportingbase 605 is, in turn, securely connected to the boom structure at, orclose to, an anti-nodal position pertaining to the boom's resonantfrequency that is to be damped. Damping rods 622 and 623 connect tohydraulic kinetic fluidic dampers to damp the first section, 620, anddamping rods 632 and 633 act similarly for the second section 630. Whenthe boom structure is excited towards resonance, in the horizontal orvertical modes, by imposed acceleration associated with the vehicletraversing rough terrain, or maneuvering terrain, the TMD responds byresonating at the same frequencies but out of phase with the boomstructure, while the damping of the TMD acts to damp out both the TMDand boom resonance, dissipating the resonant energy as heat in the TMD'sdamper systems.

Similarly, damping of the oscillating mass or masses can be carried outby a variety of means other than by the viscous damping shown in FIG. 22to the kinetic fluidic damping described in FIG. 23. For example,friction (coulomb) damping, magnetic, electromagnetic or other dampingmethods can readily be employed.

FIGS. 24 and 24A show a classical passive linear TMD which, in thisembodiment of the invention, may be incorporated into a spray boom'sstructure to mitigate damaging resonance. The tuned mass damper 650 hasa housing 660 with two ends 661 and 662 as well as a cover 663. Thecover 663 is shown in breakaway view so that the internal components canbe readily viewed. A slider rod 670, a mass 675 operable on the sliderrod 670, and two springs 680 and 685 are provided. The housing 660 canbe filled with an amount of fluid 690 that provides damping to the tunedmass damper 650.

Stated with more particularity, the mass 675 is freely slidably mountedon slider rod 670, and constrained by spring 680 on one side and spring685 on the other. The mass 675, slider rod 670 and the springs 680 and685 are themselves contained in a housing 660, which has ends 661 and662 which directly support slider rod 670 at its outer ends, and alsoact as end restraints for springs 680 and 685 at their outer ends, whilethe same springs serve to restrain the mass 675 at their inner ends.Thus, inertial movement of the mass 675 in sliding motion on slider rod670 against one or other of the springs, can be defined mathematicallyin terms of resonant frequency movement, if undamped. However, sincehousing cover 663 covers housing 660 and the spring—mass—slider system,to seal it hermetically, while entrapping within the enclosed volume anamount of damping fluid 690, the whole system becomes an effective TMD.The damping fluid may be a gas such as air, or a liquid. As a liquid, itmay full fill or only partially fill the entrapped volume.

FIGS. 25 and 25A illustrate another example of an embodiment of thecurrent invention that embraces and demonstrates two principles: That ofelectromagnetic damping and/or active TMD control. A tuned mass damper700 has a housing 710 with two ends 711 and 712 and a cover 713. Thecover is shown in breakaway view (with hatching) so that the interiorcomponents can be illustrated. The cover is mated with and has adiameter similar to the round ends of the housing. A slider rod 720, amass 725 operable thereon, two springs 730 and 735 and a coil 740 areprovided. The inductive coil 740 entirely encapsulates the housingaround the full perimeter of the mass 725.

Stated more particularly, the housing 710 having ends 711 and 712, andcontaining slider rod 720, mass 725, and springs 730 and 735, is similarto that depicted in FIG. 24. However the housing, 710, (shown sectionedto show the internal components) supports an inductive coil 740 (alsosectioned for the same reason), that serves the function of damping.This is achieved in conjunction with mass 750 being constructed ofmagnetic material and being magnetized, or containing within it a magnetor magnets of the permanent or electromagnetic types. The linear bearingsurface between the mass 725 and the slider may be of the plain bearingtype, or of the gas-bearing or recirculating rolling element types tominimize wear and/or reduce friction. The outer cover 713, may or maynot be hermetically sealed, but does not contain a damping liquid.Typically the medium within the housing 710 would be ambient air, ventedto minimize damping, or a sealed housing enabling the mass 725 to movefreely in a vacuum for example. The primary source of damping for thisform of TMD is caused by the electromagnetic inductance generatedbetween the magnetic mass 725 and the inductive coil 740. Since this iscontrollable between effectively shorting-out the coil output anddissipating the resonant energy as heat within the inductive coil, ordissipating the energy elsewhere using as part of a comprehensivecontrol strategy, this methodology is defined as an active TMD.

Turning now to FIGS. 26 to 28, it is seen that the primary and secondaryboom sections are readily adjustable by the structures and methods ofthe present invention. The left and right primary booms canconventionally be angularly adjusted relative to the center rack withhydraulic cylinders. Then, the center rack can be adjusted in a plane ornear plane relative to a support assembly. By shifting air to one sideof the other, the center rack can twist relative to the support framewhile remaining in a same plane and generally parallel to the to supportframe. Then, there is preferably a positional connector on each boom,wherein the secondary sections can be angularly adjusted relative to theprimary sections. Hence, in the illustrated embodiments, it is seen thepresent invention can be used to create a boom pair that can maintain adesired spray height.

Thus it is apparent that there has been provided, in accordance with theinvention, a planar linkage, methods of decoupling, mitigating shock andresonance, and controlling agricultural spray booms mounted on groundvehicles that fully satisfies the objects, aims and advantages as setforth above. While the invention has been described in conjunction withspecific embodiments thereof, it is evident that many alternatives,modifications, and variations will be apparent to those skilled in theart in light of the foregoing description. Accordingly, it is intendedto embrace all such alternatives, modifications, and variations as fallwithin the spirit and broad scope of the appended claims.

I claim:
 1. In combination: an agricultural spray boom; and a tuned massdamper, said tuned mass damper damping vertical and horizontalfrequencies.
 2. The combination of claim 1 wherein said tuned massdamper comprises: a mass; a spring; and a damper.
 3. The combination ofclaim 2 wherein: said mass is a first mass; said combination furthercomprises a second mass; said spring has a first end and a second end;and said first mass is connected to said first end and said second massis connected to said second end.
 4. The combination of claim 2 whereinsaid mass is slidably mounted on a rod, said rod being fixed within ahousing.